Automatic hazard light systems and methods

ABSTRACT

Systems and methods of automatically operating a vehicle&#39;s hazards lights are provided. The speed of vehicle can be determined. When the speed of the vehicle is compared to an expected speed of the vehicle given various operating conditions, e.g., the output of the vehicle&#39;s engine (engine RPM) or motor (motor rotation), is slower than expected, it is assumed that the vehicle is towing a load. When the vehicle is towing a load and is also traveling at a speed that is substantially slower than the flow of traffic, a current speed limit, etc., a determination can be made to automatically activate the vehicle&#39;s hazard lights. Alternatively, even if the vehicle is towing a load, but is traveling at a speed that does not warrant activation of the vehicle&#39;s hazard lights, the hazard lights may be automatically deactivated.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application is a continuation of U.S. patent Ser. No.15/836,026, filed Dec. 8, 2017, the contents of which are incorporatedhere by reference in their entirety.

TECHNICAL FIELD

The disclosed technology relates generally to automotive systems, andmore particularly, some embodiments relate to automated hazard lightactivation or deactivation in response to various conditions

DESCRIPTION OF THE RELATED ART

Motor vehicle lighting systems often include headlights, taillights,site-marker lights, running lights and turn signals. Motor vehiclelighting systems are intended not only to enable a driver to see betterin dark conditions, but to alert other drivers as to the presence of thevehicle, its direction of travel, and possible changes in speed anddirection of the vehicle.

In many vehicles, turn signals may also be used in an emergency/hazardmode. In emergency/hazard mode, the turn signals may be referred to as“hazards,” “hazard warning flashers,” “hazard warning lights,”“emergency lights,” “hazard lights,” or simply “flashers.” Domestic andinternational regulations require vehicles to be equipped with a controlwhich, when activated, flashes the left and right directional signals,front and rear, all at the same time and in phase. Operation of thehazard lights must be from a control independent of the turn signalcontrol and vehicle ignition. Moreover, an audiovisual tell-tale must beprovided to the driver of the vehicle. This function is meant toindicate a hazard such as a vehicle stopped in or near moving traffic, adisabled vehicle, a vehicle moving substantially slower than the flow oftraffic such as a truck climbing a steep grade, or the presence ofstopped or slow traffic ahead on a high speed road.

Unfortunately, drivers often fail to use a vehicle's hazard lights. Thisis especially true when a vehicle is moving substantially slower thanthe flow of traffic due to the vehicle towing a load, e.g., a trailer.This can present a safety hazard. For example, following vehicles maysuddenly come upon a tow vehicle unaware the tow vehicle is travelingslowly. If the following vehicle is traveling at a substantially higherspeed, it may collide with the tow vehicle/towed load.

BRIEF SUMMARY OF EMBODIMENTS

In accordance with one embodiment, a computer-implemented method,comprises determining a speed at which a vehicle is traveling, anddetermining at least one of engine output of the vehicle, motor outputof the vehicle, a current roadway speed limit, and a speed ofneighboring vehicles. The computer-implemented further comprisescomparing the speed at which the vehicle is traveling to an expectedspeed of the vehicle based on the at least one of the engine output ofthe vehicle, motor output of the vehicle, the current roadway speedlimit, and the speed of neighboring vehicles. Upon a determination thatthe speed of the vehicle relative to the expected speed of the vehicleindicates that the vehicle is towing a load, and upon one of adetermination that hazard lights of the vehicle are activated or notactivated, activation of the hazard lights is maintained, or the hazardlights are activated, respectively. Upon a determination that the speedof the vehicle relative to the expected speed of the vehicle indicatesthat the vehicle is not towing a load, and upon one of a determinationthat hazard lights of the vehicle are activated or not activated, thehazard lights are deactivated, or the hazard lights are maintained in adeactivated state, respectively.

In some embodiments, the computer-implemented method further comprisescomparing the speed of the vehicle to a speed-based hazard lightoperation threshold. In some embodiments, the computer-implementedmethod further comprises additionally basing the activation ormaintenance of the activation of the hazard lights upon a determinationthat the speed of the vehicle falls below the speed-based hazard lightoperation threshold. In some embodiments, the computer-implementedmethod further comprises additionally basing the deactivation ormaintenance of the deactivated state of the hazard lights upon adetermination that the speed of the vehicle is above the speed-basedhazard light operation threshold.

In accordance with another embodiment, a computer-implemented methodcomprises determining a speed at which a vehicle is traveling. Thecomputer-implemented method further comprises determining at least oneof engine output of the vehicle, motor output of the vehicle, a currentroadway speed limit, and a speed of neighboring vehicles. One or morecurrent roadway conditions are determined. The speed at which thevehicle is traveling is compared to an expected speed of the vehiclebased on the at least one of the engine output of the vehicle, motoroutput of the vehicle, the current roadway speed limit, and the speed ofneighboring vehicles, the expected speed of the vehicle being calibratedbased on the one or more current roadway conditions. Upon adetermination that the speed of the vehicle relative to the expectedspeed of the vehicle indicates that the vehicle is towing a load, hazardlights of the vehicle are automatically operated. Automatic operation ofthe hazard lights can be based on the speed of the vehicle relative tothe expected speed of the vehicle and the at least one of the currentroadway speed limit and the speed of neighboring vehicles.

In some embodiments, automatically operating the hazard lights comprisesactivating the hazard lights upon the determination that the speed ofthe vehicle relative to the expected speed of the vehicle indicates thatthe vehicle is towing a load. In some embodiments, automaticallyoperating the hazard lights further comprises activating the hazardlights upon a further determination. The further determination is thatthe speed of the vehicle relative to the at least one of the currentroadway speed and the speed of the neighboring vehicles falls below athreshold warranting the activating of the hazard lights.

In some embodiments, calibrating the expected speed of the vehiclecomprises re-evaluating a correlation between the engine output of thevehicle and the expected vehicle speed.

In some embodiments, the re-evaluating of the correlation between theengine output of the vehicle and the expected vehicle speed is performedin real- or near-real-time.

In some embodiments, calibrating the expected speed of the vehiclecomprises adjusting or re-evaluating a correlation between the motoroutput of the vehicle and the expected vehicle speed.

In some embodiments, the re-evaluating of the correlation between themotor output of the vehicle and the expected vehicle speed is performedin real- or near-real-time.

In some embodiments, the data regarding the one or more current roadwayconditions are received in real- or near real-time.

In some embodiments, the data regarding the one or more current roadwayconditions are received via at least one of vehicle-to-vehicle andvehicle-to-infrastructure communications.

Other features and aspects of the disclosed technology will becomeapparent from the following detailed description, taken in conjunctionwith the accompanying drawings, which illustrate, by way of example, thefeatures in accordance with embodiments of the disclosed technology. Thesummary is not intended to limit the scope of any inventions describedherein, which are defined solely by the claims attached hereto.

BRIEF DESCRIPTION OF THE DRAWINGS

The technology disclosed herein, in accordance with one or more variousembodiments, is described in detail with reference to the followingfigures. The drawings are provided for purposes of illustration only andmerely depict typical or example embodiments of the disclosedtechnology. These drawings are provided to facilitate the reader'sunderstanding of the disclosed technology and shall not be consideredlimiting of the breadth, scope, or applicability thereof. It should benoted that for clarity and ease of illustration these drawings are notnecessarily made to scale.

FIG. 1A illustrates an example of a vehicle with which systems andmethods for automatically operating hazard lights can be implemented inaccordance with one embodiment of the present disclosure.

FIG. 1B illustrates an example architecture for implementing automaticoperation of hazard lights in the vehicle of FIG. 1A.

FIG. 2A illustrates an example tow vehicle and towed load in accordancewith one embodiment of the present disclosure.

FIG. 2B illustrates an example scenario in which a following vehicleapproaches the tow vehicle of FIG. 2A on a curved section of roadway.

FIG. 2C illustrates an example scenario in which a following vehicleapproaches the tow vehicle of FIG. 2A.

FIG. 3 is a flow chart illustrating example operations that can beperformed to achieve automatic operation of hazard lights in accordancewith one embodiment of the present disclosure.

FIG. 4 is a flow chart illustrating example operations that can beperformed to achieve automatic operation of hazard lights in accordancewith one embodiment of the present disclosure.

FIG. 5. illustrates an example computing system that may be used inimplementing various features of embodiments of the disclosedtechnology.

The figures are not intended to be exhaustive or to limit the inventionto the precise form disclosed. It should be understood that theinvention can be practiced with modification and alteration, and thatthe disclosed technology be limited only by the claims and theequivalents thereof.

DETAILED DESCRIPTION OF THE EMBODIMENTS

Embodiments of the technology disclosed herein are directed towardssystems and methods for automatically activating or deactivating avehicle's hazard lights. The automatic operation of a vehicle's hazardlights can be dependent on whether or not the vehicle is towing a loadand whether or not the vehicle (while it is towing a load) is travelingat a lower-than-expected speed. The speed of the vehicle while towing aload can be determined and compared to an expected speed of travel. Theexpected speed of travel can based on a current speed limit, enginerevolutions per minute (RPM)/torque output/motor rotation, and/or acurrent speed of traffic.

Vehicle speed can be determined by one or more sensors or calculatedbased on the vehicle's operating conditions. Vehicle speed can also bedetermined through location-based (e.g., GPS) calculations orcommunicating with other vehicles or roadway infrastructure through V2Xcommunications. The one or more sensors can also be used to determinethe operating conditions of the vehicle, e.g., engine RPM/torqueoutput/motor rotation. Current speed limit and current speed of trafficcan be determined by the one or more sensors, such as cameras, or by wayof other vehicles or roadway infrastructure and communicated to thevehicle.

The comparison of the vehicle's speed to that of an expected speed oftravel can be performed by an electronic control unit or a dedicatedprocessor/system. The comparison can reveal whether or not the vehicleis towing a load. For example, high engine RPMs coupled with low vehiclespeed suggests a towing condition. It should be noted that in someembodiments, sensors such as a camera, pressure sensor, and the like maybe used to determine whether or not a vehicle is attached to a traileror other tow load. If the vehicle is towing a load and is travelingslower than some determined speed threshold, its hazard lights may beautomatically activated. If the vehicle is traveling above thedetermined speed threshold (even if it is determined to be towing aload), its hazard lights, if already activated, can be automaticallydeactivated. In this way, towing vehicles and following or nearbyvehicles can be protected from potentially un-safe driving conditions.For example, a vehicle's hazard lights can be activated even when thedriver inadvertently forgets to activate the vehicle's hazard lights. Inscenarios where the hazard lights no longer need to or no longer shouldbe on (some jurisdictions limit the use of hazard lights unlesstraveling below a certain speed), the hazard lights can automatically bedeactivated.

An example vehicle in which automatic hazard light operation may beimplemented is illustrated in FIG. 1A. Although the example describedherein is a hybrid type of vehicle as shown in FIG. 1A, the systems andmethods for automatic hazard light operation can be implemented in othertypes of vehicles including engine-only vehicles, e.g., gasoline- ordiesel-powered vehicles, fuel-cell vehicles, electric vehicles, or othersuitably powered vehicles.

FIG. 1A illustrates a drive system of a hybrid electric vehicle 10 thatmay include an internal combustion engine 14 and one or more electricmotors 12 as sources of motive power. Driving force generated by theinternal combustion engine 14 and motor 12 can be transmitted to one ormore wheels 34 via a torque converter 16, a transmission 18, adifferential gear device 28, and a pair of axles 30.

As a hybrid electric vehicle, vehicle 10 may be driven/powered witheither or both of engine 14 and the motor(s) 12 as the drive source fortravel. For example, a first travel mode may be an engine-only travelmode that only uses the internal combustion engine 14 as the drivesource for travel. A second travel mode may be an EV travel mode thatonly uses the motor(s) 12 as the drive source for travel. A third travelmode may be an HEV (hybrid electric vehicle) hybrid travel mode thatuses engine 14 and the motor(s) 12 as drive sources for travel. In theengine-only and HEV travel modes, hybrid vehicle 10 relies on the motiveforce generated at least by internal combustion engine 14, and a clutch15 may be included to engage engine 14. In the EV travel mode, hybridvehicle 10 is powered by the motive force generated by motor 12 whileengine 14 may be stopped and clutch 15 disengaged.

Engine 14 can be an internal combustion engine such as a gasoline,diesel or similarly powered engine in which fuel is injected into andcombusted in a combustion chamber. An output control circuit 14A may beprovided to control drive (output torque) of engine 14. Output controlcircuit 14A may include a throttle actuator to control an electronicthrottle valve that controls fuel injection, an ignition device thatcontrols ignition timing, and the like. Output control circuit 14A mayexecute output control of engine 14 according to a command controlsignal(s) supplied from an electronic control unit 50, described below.Such output control can include, for example, throttle control, fuelinjection control, and ignition timing control.

Motor 12 can also be used to provide motive power in vehicle 10, and ispowered electrically via a power storage device 44. Motor 12 can bepowered by power storage device 44 to generate a motive force to movethe vehicle and adjust vehicle speed. Motor 12 can also function as agenerator to generate electrical power such as, for example, whencoasting or braking. Power storage device 44 may also be used to powerother electrical or electronic systems in the vehicle. Motor 12 may beconnected to power storage device 44 via an inverter 42. Power storagedevice 44 can include, for example, one or more batteries, capacitivestorage units, or other storage reservoirs suitable for storingelectrical energy that can be used to power one or more motors 12. Whenpower storage device 44 is implemented using one or more batteries, thebatteries can include, for example, nickel metal hydride batteries,lithium ion batteries, lead acid batteries, nickel cadmium batteries,lithium ion polymer batteries, and other types of batteries.

An electronic control unit 50 (described below) may be included and maycontrol the electric drive components of the vehicle as well as othervehicle components. For example, electronic control unit 50 may controlinverter 42, adjust driving current supplied to motors and adjust thecurrent received from motors 12 during regenerative coasting andbreaking. As a more particular example, output torque of the motor 12can be increased or decreased by electronic control unit 50 through theinverter 42.

A torque converter 16 can be included to control the application ofpower from engine 14 and motors 12 to transmission 18. Torque converter16 can include a viscous coupling the transfers rotational power fromthe motive power source to the driveshaft via the transmission. Torqueconverter 16 can include a conventional torque converter or a lockuptorque converter. In other embodiments, a mechanical clutch can be usedin place of torque converter 16.

Clutch 15 can be included to engage and disengage engine 14 from thedrivetrain of the vehicle. In the illustrated example, a crankshaft 32,which is an output member of engine 14, may be selectively coupled tothe motors 12 and torque converter 16 via clutch 15. Clutch 15 can beimplemented as, for example, a multiple disc type hydraulic frictionalengagement device whose engagement is controlled by an actuator such asa hydraulic actuator. Clutch 15 may be controlled such that itsengagement state is complete engagement, slip engagement, and completedisengagement complete disengagement, depending on the pressure appliedto the clutch. For example, a torque capacity of clutch 15 may becontrolled according to the hydraulic pressure supplied from a hydrauliccontrol circuit (not illustrated). When clutch 15 is engaged, powertransmission is provided in the power transmission path between thecrankshaft 32 and torque converter 16. On the other hand, when clutch 15is disengaged, motive power from engine 14 is not delivered to thetorque converter 16. In a slip engagement state, clutch 15 is engaged,and motive power is provided to torque converter 16 according to atorque capacity (transmission torque) of the clutch 15.

As alluded to above, vehicle 10 may include an electronic control unit50. Electronic control unit 50 may include circuitry to control variousaspects of the vehicle operation. Electronic control unit 50 mayinclude, for example, a microcomputer that includes a one or moreprocessing units (e.g., microprocessors), memory storage (e.g., RAM,ROM, etc.), and I/O devices. The processing units of electronic controlunit 50, execute instructions stored in memory to control one or moreelectrical systems or subsystems in the vehicle. Electronic control unit50 can include a plurality of electronic control units such as, forexample, an electronic engine control module, a powertrain controlmodule, a transmission control module, a suspension control module, abody control module, and so on. As a further example, electronic controlunits can be included to control systems and functions such as doors anddoor locking, lighting, human-machine interfaces, cruise control,telematics, braking systems (e.g., ABS or ESC), battery managementsystems, and so on. These various control units can be implemented usingtwo or more separate electronic control units, or using a singleelectronic control unit.

In the example illustrated in FIG. 1A, electronic control unit 50receives information from a plurality of sensors included in vehicle 10.For example, electronic control unit 50 may receive signals thatindicate an vehicle operating conditions or characteristics. These mayinclude, but are not limited to accelerator operation amount, A_(CC), arevolution speed, N_(E), of engine 14 (engine RPM), a rotational speed,N_(MG), of the motor 12 (motor rotational speed), and vehicle speed, V.These may also include torque converter 16 output N_(T) (e.g., outputamps indicative of motor output), brake operation amount, B, batterystate of charge (SOC) (i.e., the charged amount for battery 44 detectedby an SOC sensor 46). Accordingly, vehicle 10 can include a plurality ofsensors 52 they can be used to detect various conditions internal orexternal to the vehicle and provide sensed conditions to engine controlunit 50 (which, again, may be implemented as one or a plurality ofindividual control circuits). In one embodiment, sensors 52 may beincluded to detect one or more conditions such as, for example, vehiclespeed and changes in speed, vehicle attitude (i.e., roll pitch and yaw),vehicle braking, wheel rotation, and so on.

In some embodiments, one or more of the sensors 52 may include their ownprocessing capability to compute the results for additional informationthat can be provided to electronic control unit 50. In otherembodiments, one or more sensors may be data-gathering-only sensors thatprovide only raw data to electronic control unit 50. In yet furtherembodiments, hybrid sensors may be included that provide a combinationof raw data and processed data to electronic control unit 50. Sensor 52may provide an analog output or a digital output.

Sensors 52 may be included to detect not only vehicle conditions butalso to detect external conditions as well. Sensors that might be usedto detect external conditions can include, for example, environmentalsensors such as pressure or presence sensors for detecting the presenceof a towed load. Another example of sensors that detect externalconditions can include sonar, radar, lidar or other vehicle proximitysensors and cameras or other image sensors. Image sensors can be used todetect, for example, traffic signs indicating a current speed limit,road curvature, obstacles, and so on. While some sensors can be used toactively detect passive environmental objects, other sensors can beincluded and used to detect active objects such as those objects used toimplement smart roadways that may actively transmit data or otherinformation.

FIG. 1B is a diagram illustrating an example of a towed load detectionand automatic hazard light operation system in accordance with oneembodiment of the present disclosure. In this example, system 100includes a hazard light control component 102, a plurality of sensors52A-G, and a plurality of vehicle systems 110. Sensors 52A-G and vehiclesystems 110 can communicate with hazard light control component 102 viaa wired or wireless communication interface. Although sensors 52A-G andvehicle systems 110 are depicted as communicating with hazard lightcontrol component 102, they can also communicate with each other as wellas with other vehicle systems. hazard light control component 102 can beimplemented as a standalone electronic control unit or as part of anelectronic control unit such as, for example electronic control unit 50.

Hazard light control component 102 in this example includes a datainterface 104, and a decision circuit 106 (including a memory 106A andprocessor 106B in this example). Components of hazard light controlcomponent 102 may communicate with each other via a data bus, althoughother communication in interfaces can be included.

Processor 106B may be a GPU, CPU, microprocessor, or any other suitableprocessing system. The memory 106A may include one or more various formsof memory or data storage (e.g., flash, RAM, etc.) that may be used tostore the calibration parameters, images (analysis or historic), pointparameters, instructions and variables for processor 106B as well as anyother suitable information. Memory 106A, can be made up of one or moremodules of one or more different types of memory, and may be configuredto store data and other information as well as operational instructionsthat may be used by the processor 106B to control hazard light controlcomponent 102.

Although the example of FIG. 1B is illustrated using processor andmemory circuitry, as described below with reference to circuitsdisclosed herein, decision circuit 106 can be implemented utilizing anyform of circuitry including, for example, hardware, software, or acombination thereof. By way of further example, one or more processors,controllers, ASICs, PLAs, PALs, CPLDs, FPGAs, logical components,software routines or other mechanisms might be implemented to make up ahazard light control component 102.

Data interface 104 can be either a wireless communications/processinginterface or a wired communications/processing interface with anassociated hardwired data port (not illustrated). As this exampleillustrates, communications with hazard light control component 102 caninclude either or both wired and wireless communications. A wirelessdata interface can include a transmitter and a receiver (not shown) toallow wireless communications via any of a number of communicationprotocols such as, for example, WiFi, Bluetooth, near fieldcommunications (NFC), Zigbee, and any of a number of other wirelesscommunication protocols whether standardized, proprietary, open,point-to-point, networked or otherwise.

A wired data interface can include a transmitter and a receiver (notshown) for hardwired communications with other devices, e.g., ahardwired interface to other components, including sensors 52A-G andvehicle systems 110. A wired data interface can communicate with otherdevices using Ethernet or any of a number of other wired communicationprotocols whether standardized, proprietary, open, point-to-point,networked or otherwise.

Data interface 104 can be used to transmit and receive data betweenhazard light control component 102 and sensors 52A-G, as well as betweenhazard light control component 102 and vehicle systems 110. For example,data interface 104 can be configured to receive data and otherinformation from, e.g., tow load detection sensor 52A (which may be apressure sensor capable of sensing the presence of a trailer connectedto a hitch). This sensor data can be used to determine whether or notvehicle 10 is connected to a tow load. Additionally, data interface 104can be configured to receive data and other information from, e.g.,vehicle speed sensor 52B). This sensor data can be used to determine thespeed of vehicle 10, which in conjunction with a determination thatvehicle 10 is towing a load, can be used to automatically activatevehicle 10′s hazard lights if warranted. Additionally, data interface104 can be used to send an activation signal or other activationinformation based upon an activation decision from decision circuit 106to turn signal system 118 to activate a hazard mode of operation.

Sensors 52A-G may be example embodiments of sensors 52 illustrated inFIG. 1A. Sensors 52A-G can include one or more of the above-mentionedsensors and/or sensors capable of sensing the above-mentioned data thatmay be operating conditions inputs. The operating conditions inputs maybe used in deciding whether or not to automatically activate/deactivatethe hazard mode of turn signal system 118. It should be understood thatnot all the illustrated sensors are necessarily needed, and thatadditional sensors (other sensor(s) 52G) may be used.

In some embodiments, sensors may be used to determine the presence of atow load being towed or connected to vehicle 10. For example, tow loaddetermination sensor 52A may be a pressure sensor configured to sensethe pressure of a trailer hitch on or otherwise connected to a hitchmount of vehicle 10. In some embodiments, tow load determination sensor52A may be an electronic sensor or unit configured to determine whethera tow load, such as a trailer, is electronically connected to one ormore elements of vehicle systems 110, such as turn signal system 118 (orother lighting, e.g., brake lighting system), brake system (notillustrated), etc. In some embodiments, the tow load determinationsensor 52A may determine a wireless, electronic connection or a wired,electronic connection. For example, some trailers may be equipped withwireless communication elements, e.g., transceivers, configured towirelessly connect to one or more vehicle systems 110. Some trailers maybe equipped with wire/cable connectors made to physically plug into oneor more vehicle systems 110. In some embodiments tow load determinationsensor 52A may be a physical or optical switch/toggle on a vehicle'shitch mount configured to switch/toggle between an unconnected toconnected state upon connection of a trailer to the vehicle's hitchmount.

In some embodiments, an imaging sensor 52C, such as a camera may be usedto visually determine whether or not a towed load, e.g., trailer, isconnected to vehicle 10. For example, a camera may be located at or nearvehicle 10's hitch mount, and configured to capture live/still images orvideo of vehicle 10's hitch mount and forward those captured live/stillimages or video to a display or head unit 116. In this way, a driver oroperator of vehicle 10 may visually confirm whether or not a tow load isconnected to vehicle 10. In some embodiments imaging sensor 52C may bean infrared or other form of light sensor configured to detect aninfrared or corresponding light from an emitter located on, e.g., atrailer hitch. When the trailer hitch is connected to vehicle 10's hitchmount, imaging sensor 52C can detect light being emitted from theemitter, thereby indicating that a trailer or other load is connected tovehicle 10. A signal or other notification may be sent to, e.g., displayor head unit 116, notifying the driver or operator of this towingcondition. In some embodiments, the aforementioned sensors or similarsensors may be used to detect the presence of connection of safetychains to vehicle 10. That is, instead of sensing a trailer hitch on ahitch mount, the presence of safety chains may be used as an indicationthat a tow load is present. In still other embodiments, anothersensor(s) 52G may be used to detect whether or not vehicle 10 (which mayuse an air suspension system) is supporting a load by the amount of airbeing used.

In some embodiments, other sensors may be used to provide data that canbe used in a calculation or comparison operation to determine whether ornot vehicle 10 is towing or connected to a tow load. For example, avehicle speed sensor 52B may be configured to determine the speed atwhich vehicle 10 is traveling. In some embodiments, vehicle speed sensor52B may be sensor configured to determine the number of revolutions oneor more wheels (e.g., wheels 34) are turning over some period of time.This number of revolutions may be translated into vehicle speed throughone or more known calculations that may be performed on vehicle speedsensor 52B or that may be performed by processor 106B. In someembodiments, vehicle speed sensor 52B may be a radar, sonar, or otherdevice that uses, e.g., the Doppler effect, to determine the speed atwhich vehicle 10 is traveling. For example, a radar may be used totransmit a beam to a roadside fixed object, such as a traffic sign, andthe speed of vehicle 10 can be determined based upon the change infrequency of the beam upon bouncing back from the roadside object. Inthis example, vehicle speed sensor 52B may operate in conjunction withanother sensor(s), such as an imaging sensor 52C, that can be used todetect potential roadside objects at which to direct a beam.

In some embodiments, a GPS sensor (receiver) 52D may be used todetermine the location of vehicle 10 at some point in time. Based on asubsequent location to which vehicle 10 has traveled and the time ittook for vehicle 10 to traverse the distance to the subsequent locationcan be used to determine its speed. Again, GPS sensor/receiver 52D mayhave the capability to perform this speed calculation, or the locationsdata alone may be transmitted to processor 106B to be translated intovehicle speed data. In some embodiments GPS sensor 52D may communicatewith one or more location-based systems, navigation informationproviders, and the like to receive location information that canultimately be used to calculate the speed at which vehicle 10 istraveling. It should be understood that although other types ofsensors/receivers operable in other types or forms ofpositioning/location systems, e.g., GLONASS, GALILEO, BEIDOU, etc.

In still other embodiments, vehicle 10 may communicate with roadsideunits of a vehicle-to-infrastructure (V2I) communications system or oneor more other vehicles (V2V communications) (both referred to as V2Xcommunications) to determine and/or receive information indicative ofthe speed at which it is traveling. These V2X communications may occurbetween one or more roadside units and/or one or more other vehicles.They can be received directly by hazard light control component 102 oranother electronic control unit or other communications component ofvehicle 10 (and forwarded to hazard light control component 102 vis datainterface 104).

As alluded to above, in some embodiments, a comparison can be madebetween vehicle speed and engine/motor output, e.g., a vehicle'soperating conditions or characteristics, such as engine RPM or torqueconverter output/motor rotation. Accordingly, in some embodiments, anengine RPM sensor 52E can be used to determine the number of rotationsper minute that the engine 14 of vehicle 10 is experiencing. This may bethe case if vehicle 10 is an engine-only vehicle or an HEV. In someembodiments, the output of torque converter 16 may be measured (e.g.,through output amperage) and/or the rotational speed at which motor 12is operating may be measured using commensurate sensor 52E. This may bethe case if vehicle 10 is an HEV or an electric-only vehicle. Dataindicative of either or both of these operating characteristics maysuggest how hard vehicle 10 is operating. As also alluded to above, adetermination that the speed at which vehicle 10 is traveling is slowerthan expected given the engine RPM/motor rotation/torque output, it canbe assumed that vehicle 10 is towing or connected to some tow load.

Decision circuit 106 may receive or obtain one or more operatingconditions input as data signals through data interface 104. Aspreviously noted, these operating conditions inputs may be used toverify the presence (or absence of a tow load), as well as vehiclespeed, and the operating characteristics of a vehicle, e.g., vehicle 10.The operating conditions input may be stored in memory 106A. Memory 106Amay be used for “long-term” storage or, e.g., as a buffer or real-timecache used to store relevant operating conditions input that processor106B uses to determine whether or not turn signal system 118 should beput into hazard mode.

In some embodiments decision circuit 106 may be a comparator comparing,e.g., vehicle speed to engine RPM or torque converter output/motorrotation. In some embodiments, decision circuit 106 may receive datareflecting vehicle speed and engine RPM. One or both may be translatedor converted into a format in which their values can be readilycompared. For example, memory 106A may further include a data store,such as a table, containing information correlating engine RPM toexpected speed when vehicle 10 is traveling without a tow load. In thisway, a baseline or expected vehicle speed associated with a given engineRPM can be determined.

In some embodiments, engine RPM may be the basis used to determinewhether or not a tow load is present. That is, tests may be maderegarding vehicle 10 (or its make, model, type, etc.) that determine howmuch engine RPM increases depending on the weight or amount of tow load.For example, different tow loads can be tested to develop a knowledgebase correlating engine RPM to tow load weight and expected vehiclespeed. If engine RPM increases without a corresponding increase inexpected vehicle speed, the assumption can be made by decision circuit106 that vehicle 10 is in a tow condition. In some instances, this canalso impact threshold speeds or threshold speed differentials (describedbelow) because a vehicle towing a small load may travel faster than whentowing a large load.

It should be noted that vehicle profiles can be created, where thevehicle profiles contain such information regarding expected vehiclespeed, engine RPM, tow load weight, etc.

Upon obtaining the expected vehicle speed from memory 106A (depending onthe engine RPM data obtained from, e.g., engine RPM sensor 52E), theexpected vehicle speed can be compared to the actual vehicle speedobtained from, e.g., vehicle speed sensor 52B. If the actual vehiclespeed is less or sufficiently less (based on some threshold speeddifferential) than decision circuit 106 may determine that vehicle 10 isconnected to a tow load. The expected vehicle speed and engine RPM datacan be determined by the vehicle manufacturer and stored in memory 106Aduring manufacturing of vehicle 10. In some embodiments, expectedvehicle speed and engine RPM data may be obtained from another source,such as an appropriate database accessible by vehicle 10. The thresholdspeed differential may be determined or set based upon vehicle make,model, type, etc. In some embodiments, vehicle-specific data may be usedto determine the threshold speed differential. For example, somevehicles may have a greater allowable variance between expected vehiclespeed based on engine RPM versus another vehicle.

Moreover, decision circuit 106 may compare the actual vehicle speed ofvehicle 10 to a speed threshold associated with hazard light activationor deactivation. If the actual vehicle speed of vehicle 10 surpassesthis speed threshold, vehicle 10's hazard lights may be activated ordeactivated accordingly. In some embodiments, this speed threshold maybe reflected as another differential. That is, decision circuit 106 maydetermine whether or not to activate/deactivate vehicle 10's hazardlights based upon relative speed. For example, decision circuit 106 mayonly determine activation of vehicle 10's hazard lights are warrantedwhen vehicle 10's actual vehicle speed is some percentage below thespeed of traffic or a current speed limit, rather than an absoluteminimum speed threshold. In other embodiments, decision circuit 106 maybase its decision on an absolute minimum speed threshold, e.g., ifvehicle 10 is traveling below 25 miles per hour, decision circuit 106will determine that vehicle 10's hazard lights should be activated.

It should be noted that in some embodiments, sensors 52 and/or V2Xcommunications may be used to determine road conditions, such as roadgrade, weather, etc. as road conditions may impact the expected speed ofvehicle 10 relative to engine RPM. For example, traveling up an inclinemay result in higher engine RPMs that when traveling flat roadway. Inthis case, road grade should be considered when comparing vehicle 10'sactual vehicle speed and expected speed. In some embodiments theexpected vehicle speed and engine RPM information may already beincluded in memory 106A. In other embodiments, this road conditionsinformation may be received in real-time and used to update or“calibrate” the expected vehicle speed to engine RPM correlation. Forexample, upon receiving V2X communications at vehicle 10 regarding roadconditions, decision circuit 106 may re-evaluate or adjust thecorrelation between expected vehicle speed and engine RPM. Indetermining whether or not to activate/deactivate vehicle 10's hazardlights, the re-evaluated or adjusted correlation may be used by decisioncircuit 106.

It should also be noted that the above functionality can be adaptedaccordingly when comparing vehicle speed to torque converter outputand/or motor rotation data. For example, torque converter output and/ormotor rotation data can be translated into expected vehicle speed,correlated with expected vehicle speed in a table or other datastructure, etc. that is stored locally, e.g., in memory 106A, or at aremote data store.

In the example illustrated in FIG. 1B, vehicle systems 110 includehazard light switch 112, tow/haul switch 114, display/head unit 116, andturn signal system 118. In some vehicles, e.g., vehicle 10, a driver,operator, or passenger may be able to manually activate vehicle 10'shazard lights by actuating hazard light switch 112. Actuating hazardlight switch 112 may result in a control signal being sent to hazardlight control component 102 instructing hazard light control component102 to activate vehicle 10's hazard lights. Accordingly, hazard lightcontrol component 102 may send another control signal or relay thereceived control signal to turn signal system 118. Turn signal system118 may then activate its hazard mode such that the turn signalscommence simultaneously blinking (or operating in whatever fashion isassociated with its hazard mode). In some embodiments, vehicle 10 mayindicate to the driver, operator, or other passenger that the hazardlights are on by one or more of correspondingly flashing the turn signalindicators, displaying an indication on a display/head unit 116, etc. Itshould be understood that there may be multiple displays in vehicle 10and the presentation of hazard light activation may occur on differentones of these displays, e.g., a dashboard, a dashboard display, aninstrument cluster, an instrument cluster display, a heads up display,etc. Moreover, it should be understood that a head unit can refer to avehicle's “main” or “central” display, such as the display associatedwith the vehicle's entertainment system, navigation system, and thelike.

In some vehicles, e.g., vehicle 10, a driver, operator, or otherpassenger may be able to manually indicate that a tow load is connectedto or being towed by vehicle 10 using tow/haul switch 114. In someembodiments, upon detecting the presence of a tow load (describedabove), tow/haul switch 114 may be automatically activated. In someembodiments, tow/haul switch 114 may include or be co-located with anindicator, such as a light, LED, or other visual indicator that may turnon, blink, or otherwise signify the presence of a tow load. In someembodiments, instead of or in addition to such indicators, display/headunit 116 may present an indication that a tow load is being towed orconnected to vehicle 10.

Because the above-described hazard light switch 112 and tow/haul switch114 may be manual switches, automatic activation/deactivation of vehicle10's hazard lights as well as automatic detection of a tow load can beused as a backup or redundancy measure. In some embodiments, they may beused as a corrective measure. For example, in the case of hazard lightswitch 112, a driver of vehicle 10 may forget to activate the hazardlights when needed or may forget to deactivate the hazard lights whenneeded. In some embodiments, actuation or activation of tow/haul switch114 may be used to indicate a tow load presence to hazard light controlcomponent 102 as part of determining whether or not the hazard lightsshould be activated/deactivated.

Turn signal system 118 can include, for example, vehicle turningindications signals (sometimes colloquially referred to as blinkers),and control systems that control the activation/deactivation of the turnsignals.

FIG. 2A illustrates an example vehicle 200, which may be one embodimentof vehicle 10 (FIG. 1A) to which a trailer 204 is connected. Whentrailer 204 is connected to vehicle 200 and vehicle 200 is travelingbelow some threshold speed (described above), turn signals 202A and 202Bmay be automatically activated to operate in hazard mode. In hazardmode, as previously discussed, turn signal 202A and 202B cansimultaneously blink on/off. If vehicle 200 is traveling above thethreshold speed, the hazard mode operation of turn signals 202A and 202Bmay be automatically deactivated.

FIGS. 2B and 2C illustrate example scenarios during which automaticactivation/deactivation of a vehicle's hazard lights might be beneficialto prevent possible accidents or unsafe driving conditions. The variousembodiments effectuating automatic hazard light operation while towing aload may be described below with reference to these example scenarios.After reading this description, one of ordinary skill in the art willunderstand how systems and methods for automatic hazard light operationmay be implemented in other vehicle environments and/or may be useful inother scenarios.

FIG. 2B illustrates a scenario in which vehicle 200 is towing trailer204. Vehicle 200 may be traveling a portion of the roadway that iscurved or includes a turn, wherein vehicle 200 is negotiating that turn.Using one or more of the above-described techniques, it can bedetermined or confirmed that vehicle 200 is towing trailer 204, in whichcase, vehicle 200's hazard lights may be automatically activated. Alsoillustrated in FIG. 2B is vehicle 206 that is following vehicle 200. Ifvehicle 206 was traveling at a substantially faster speed than vehicle200 (due to vehicle 200 being operated at a safe towing speed), vehicle206 may suddenly come upon vehicle 200. Unless vehicle 200's hazardlights were on to warn vehicle 206 of its presence and that it wastraveling at a substantially reduced speed, vehicle 206 might crash intovehicle 200/trailer 204. The curved roadway further exacerbates thedanger of this scenario as the curve or turn may already hide vehicle200/trailer 204 from the view of vehicle 206.

Alternatively, if vehicle 200 was traveling at an expected speed (albeitfaster than it should given its towing condition), having its hazardlights activated may shock vehicle 206 as it negotiates the turn asvehicle 200/trailer 204 come into view. Due to the shock of seeinghazard lights, the driver of vehicle 206 may engage in hard braking eventhough it is not necessary given that vehicle 200 is not traveling at asubstantially reduced speed. This results in an unnecessary maneuver onthe part of the driver of vehicle 206, thereby creating an unsafecondition. In this scenario, automatic deactivation of vehicle 200'shazard lights would be beneficial.

FIG. 2C illustrates another scenario in which vehicle 200 is travelingalong a roadway while towing trailer 204. In this scenario, vehicle 200may be traveling during the night or in a poorly-lit section of roadway.Similar to the scenario illustrated in FIG. 2B and described above,vehicle 206 may be following vehicle 200, and traveling at a speed thatis substantially faster that the speed at which vehicle 200 istraveling. Unless vehicle 200's hazard lights are activated, given thedark or poorly-lit conditions, vehicle 206 may not realize vehicle 200is towing trailer 204 and potentially rear-end vehicle 200/trailer 204,have to take evasive measures creating an unsafe situation, etc. Itshould be understood that in some cases, a trailer or other tow load mayhave its own lighting/lighting system that is synced to that of the towvehicle, in which case, automatic operation of the two vehicle's hazardlights also applies to that of the trailer.

FIG. 2C also illustrates a vehicle 208. Vehicle 208, in one scenario,may be an autonomous vehicle or a vehicle being operated in autonomousor driver-assisted mode. Accordingly, vehicle 208 may be configured orprogrammed to sense hazardous or potentially unsafe conditions vis-à-visdetection of another vehicle's hazard lights. If vehicle 200 istraveling at a “normal” speed (despite towing trailer 204), and theoperator of vehicle 200 has activated vehicle 200's hazard lightsregardless, vehicle 208 may, upon detecting the hazard lights, slow downor brake unnecessarily. This situation can be avoided by the automaticdeactivation of vehicle 200's hazard lights upon vehicle 200's speedpassing a threshold speed or speed differential.

FIG. 3 illustrates example operations that can be performed, e.g., byhazard light control component 102 (FIG. 1B), to determine whether ornot to activate or deactivate a vehicle's hazard lights. At operation300, a determination is made regarding whether or not a vehicle istowing a load. As previously discussed, various sensors can be used toobtain data indicating or confirming whether or not a load is beingtowed by a vehicle, e.g., hitch mount sensor, engine RPM, camera (suchas a dedicated tow detection camera or back-up camera), etc.

If it is determined that the vehicle is towing a load, such as atrailer, another determination is made at operation 302 to check whetheror not the vehicle is traveling above a speed threshold. As discussedabove, the speed threshold may be an absolute speed threshold, e.g., aspecified speed, 30 mph, 40 mph, 50 mph, etc. If the speed threshold ismet or exceeded, the vehicle's hazard lights will not be activated orwill be deactivated (described below). In some embodiments, the speedthreshold may be a threshold speed differential, e.g., relative to anapplicable speed limit and/or the current speed of traffic. For example,if the vehicle is towing a trailer and traveling at a speed of 32 mph,but the vehicle is in traffic and the rest of the nearby vehicles arealso traveling at approximately 25-30 mph, the vehicle's hazard lightsmay remain deactivated. Alternatively, the vehicle must be traveling atsome level, e.g., percentage, below the current speed limit or relativeto the flow of traffic in order for the vehicle's hazard lights to beactivated/remain activated. For example, if the vehicle is traveling 20%slower than the speed limit and/or neighboring traffic, its hazardlights may be activated/remain activated.

In some embodiments, hazard light control component 102 may switch thetype of speed threshold it uses or considers depending on the roadconditions. For example, and referring back to FIG. 1B, vehicle 10 may,via V2X communications, receive information indicating the presence ofor approaching traffic jam conditions, or imaging sensor 52C may detecta large number of slow-moving vehicles near vehicle 10. In this case,hazard light control component 102 may rely on relative speed or athreshold speed differential to make its decision. If vehicle 10 is notin a crowded traffic condition, hazard light control component 102 mayrely on an absolute speed threshold or threshold speed differential.Other conditions, situations may warrant using one type of speedthreshold over another.

If the vehicle is not traveling above the speed threshold, at operation304, a check is performed to determine whether or not the vehicle'shazard lights are activated. As previously discussed, many vehicles havea hazard light switch, e.g., hazard light switch 112 (FIG. 1B) withwhich an operator or passenger may manually activate a vehicle's hazardlights. If the hazard lights are already activated, and the conditionswarrant hazard light activation, this state of operation may bemaintained at operation 306A. If the hazard lights are not activated, atoperation 306B, the hazard lights are activated. It should be noted thatthese series of operations may be repeated periodically or aperiodicallyto determine whether or not the current operating conditions of thevehicle warrant activation of the hazard lights.

If the vehicle is traveling above the speed threshold, a check isperformed to determine whether or not the hazard lights are activated atoperation 308. If the hazard lights are activated, e.g., an operator ofthe vehicle forgot to manually deactivate the hazard lights uponspeeding up, the hazard lights are deactivated at operation 308A. If thehazard lights have already been deactivated (or if they were neveractivated), the hazard lights are maintained in their deactivated stateat operation 308B.

In some embodiments, a notification, such as a pop-up notification orconfirmation notification informing a vehicle operation or passengerregarding the current status/change in status of the hazard lights canbe presented. Such a notification can be presented on one or moredisplays or head unit, e.g., display/head unit 116 (FIG. 1B). In thisway, some level of manual, operator/passenger control can still beafforded. In some cases, a driver may wish to maintain activated hazardlights regardless of the speed he/she is operating the vehicle. Similarnotifications may be provided regarding, e.g., confirming the presenceof a tow load.

FIG. 4 is a flow chart illustrating example operations that may beperformed to automatically operate hazard lights in accordance with oneembodiment of the present disclosure. At operation 400, the speed of avehicle is determined. In some embodiments, the speed of a vehicle canbe derived or calculated from data gathered by one or more sensors. Forexample one or more sensors may determine the number of rotations of awheel. From the number of wheel rotations over some time period and thesize, e.g., circumference of the wheel, the distance traveled over thatperiod of time can be determined. Because speed is a function ofdistance and time, speed of the vehicle can be derived. In someembodiments, a sensor, such as a GPS or other location-based sensor candetermine the distance traveled by a vehicle over some time period.Again, given the distance traveled and the time taken to travel thatdistance, speed of the vehicle can be determined. Still othermethods/mechanisms discussed above or known to those of ordinary skillin the art may be used to determine the vehicle's speed.

At operation 402 at least one of engine output, motor output, roadwayspeed limit, and speed of neighboring vehicles is determined. Theseoperating conditions or characteristics can be determined to provide apoint of comparison with the speed of the vehicle. As discussed above,the speed of the vehicle relative to one or more of these operatingconditions or characteristics can be used to determine whether or notthe vehicle is towing a load. In some circumstances, this method ofdetermining the presence of a towed load is preferable to other methodsthat use hitch mount sensors or similar mechanisms because no additionalhardware/software elements are needed. For example, older, lesssophisticated vehicles and/or trailers may take advantage of this methodof determining the presence of a load. In some circumstances, thismethod can be used to confirm or provide redundancy to moresophisticated, .e.g., sensor-based, tow load detection systems andmethods. For example, a sensor-based, tow load detection system ormethod can fail. In this case, comparing vehicle speed to engine output(e.g., engine RPM) can provide another way of determining the presenceof a load, upon which a determination to automatically operate thehazard lights can be based.

At operation 404, a comparison is made between the speed of the vehicleand an expected speed of the vehicle based on the at least one of theengine output, motor output, roadway speed limit, and speed ofneighboring vehicles (e.g., speed of traffic). As previously discussed,engine/motor output can be correlated to an expected vehicle speed.Accordingly, the speed of the vehicle can be compared with the expectedspeed of the vehicle given its operating conditions/characteristics todetermine whether or not it is towing load. Speed of the vehicle canalso be compared with a current roadway speed limit and/or the speed oftraffic to determine whether or not it is towing a load. In someembodiments, multiple comparisons can be made to provide redundancyand/or provide a way to verify another method's determination.

At operation 406, the hazard lights of the vehicle are automaticallyoperated based on the speed of the vehicle relative to the expectedspeed of the vehicle and the at least one of the roadway speed limit,and the speed of the neighboring vehicles. That is, in addition to usingroadway speed limit and speed of traffic to determine whether or not thevehicle is towing a load, roadway speed limit and speed of traffic canalso be used to determine whether or not the vehicle is traveling slowlyenough that hazard lights are warranted. In some embodiments the speedof the vehicle can be compared to a threshold speed differential todetermine whether or not activating/deactivating the hazard lights ofthe vehicle is warranted. In some embodiments, the speed of the vehiclecompared to an absolute speed threshold can provide the basis forwhether or not the hazard lights of the vehicle areactivated/deactivated. Those of ordinary skill in the art willunderstand there are a variety of ways to set and/or use speed of thevehicle as a basis for determining whether to activate or deactivate avehicle's hazard lights.

It should be understood that various embodiments described in thepresent disclosure can be applied in the context of vehicles that haveadded weight, e.g., vehicles that are carrying some load, but notnecessarily towing the load. For example, a pickup truck or camper mayhave heavy cargo. As a result, it may also be traveling more slowly thanusual. In such a scenario, the loaded vehicle may benefit from automatedhazard lights for the same/similar reasons as discussed above. Sensingthe existence of a load can be achieved by comparing “empty” vehiclemass which may be known upon manufacturing and loaded mass which may bedetermined through sensors, engine speed (as described above), etc.

In still other embodiments, automated hazard light activation can beused for scenarios where a vehicle is not necessarily towing or carryinga load (although it still might), but is simply experiencing poor orlimited performance. For example, reduced performance, e.g., high enginespeed, but less-than-expected vehicle speed, may suggest a flat tire,some issues with the transmission, etc. One or more sensors can be used,or measurements regarding operating characteristics that couldpotentially be impacted by some issue/poor operating performance todetermine the existence of such an issue. In response, hazard lights maybe automatically be enabled in response to such a scenario.

As used herein, a circuit (or component) might be implemented utilizingany form of hardware, software, or a combination thereof. For example,one or more processors, controllers, ASICs, PLAs, PALs, CPLDs, FPGAs,logical elements, software routines or other mechanisms might beimplemented to make up a circuit. In implementation, the variouscircuits described herein might be implemented as discrete circuits orthe functions and features described can be shared in part or in totalamong one or more circuits. In other words, as would be apparent to oneof ordinary skill in the art after reading this description, the variousfeatures and functionality described herein may be implemented in anygiven application and can be implemented in one or more separate orshared circuits in various combinations and permutations. Even thoughvarious features or elements of functionality may be individuallydescribed or claimed as separate circuits, one of ordinary skill in theart will understand that these features and functionality can be sharedamong one or more common circuits, and such description shall notrequire or imply that separate circuits are required to implement suchfeatures or functionality.

Where circuits are implemented in whole or in part using software, inone embodiment, these software elements can be implemented to operatewith a computing or processing system capable of carrying out thefunctionality described with respect thereto. One such example computingsystem is shown in FIG. 5. Various embodiments are described in terms ofthis example-computing system 500. After reading this description, itwill become apparent to a person skilled in the relevant art how toimplement the technology using other computing systems or architectures.

Referring now to FIG. 5, computing system 500 may represent, forexample, computing or processing capabilities found within desktop,laptop and notebook computers; hand-held computing devices (PDA's, smartphones, cell phones, palmtops, etc.); mainframes, supercomputers,workstations or servers; or any other type of special-purpose orgeneral-purpose computing devices as may be desirable or appropriate fora given application or environment. Computing system 500 might alsorepresent computing capabilities embedded within or otherwise availableto a given device. For example, a computing system might be found inother electronic devices such as, for example, digital cameras,navigation systems, cellular telephones, portable computing devices,modems, routers, WAPs, terminals and other electronic devices that mightinclude some form of processing capability.

Computing system 500 might include, for example, one or more processors,controllers, control modules, or other processing devices, such as aprocessor 504. Processor 504 might be implemented using ageneral-purpose or special-purpose processing engine such as, forexample, a microprocessor (whether single-, dual- or multi-coreprocessor), signal processor, graphics processor (e.g., GPU) controller,or other control logic. In the illustrated example, processor 504 isconnected to a bus 502, although any communication medium can be used tofacilitate interaction with other components of computing system 500 orto communicate externally.

Computing system 500 might also include one or more memory modules,simply referred to herein as main memory 508. For example, in someembodiments random access memory (RAM) or other dynamic memory, might beused for storing information and instructions to be executed byprocessor 504. Main memory 508 might also be used for storing temporaryvariables or other intermediate information during execution ofinstructions to be executed by processor 504. Computing system 500 mightlikewise include a read only memory (“ROM”) or other static storagedevice coupled to bus 502 for storing static information andinstructions for processor 504.

The computing system 500 might also include one or more various forms ofinformation storage mechanism 510, which might include, for example, amedia drive 512 and a storage unit interface 520. The media drive 512might include a drive or other mechanism to support fixed or removablestorage media 514. For example, a hard disk drive, a floppy disk drive,a magnetic tape drive, an optical disk drive, a CD or DVD drive (R orRW), a flash drive, or other removable or fixed media drive might beprovided. Accordingly, storage media 514 might include, for example, ahard disk, a floppy disk, magnetic tape, cartridge, optical disk, a CDor DVD, or other fixed or removable medium that is read by, written toor accessed by media drive 512. As these examples illustrate, thestorage media 514 can include a computer usable storage medium havingstored therein computer software or data.

In alternative embodiments, information storage mechanism 510 mightinclude other similar instrumentalities for allowing computer programsor other instructions or data to be loaded into computing system 500.Such instrumentalities might include, for example, a fixed or removablestorage unit 522 and an interface 520. Examples of such storage units522 and interfaces 520 can include a program cartridge and cartridgeinterface, a removable memory (for example, a flash memory or otherremovable memory module) and memory slot, a flash drive and associatedslot (for example, a USB drive), a PCMCIA slot and card, and other fixedor removable storage units 522 and interfaces 520 that allow softwareand data to be transferred from the storage unit 522 to computing system500.

Computing system 500 might also include a communications interface 524.Communications interface 524 might be used to allow software and data tobe transferred between computing system 500 and external devices.Examples of communications interface 524 might include a modem orsoftmodem, a network interface (such as an Ethernet, network interfacecard, WiMedia, IEEE 802.XX, Bluetooth® or other interface), acommunications port (such as for example, a USB port, IR port, RS232port, or other port), or other communications interface. Software anddata transferred via communications interface 524 might typically becarried on signals, which can be electronic, electromagnetic (whichincludes optical) or other signals capable of being exchanged by a givencommunications interface 524. These signals might be provided tocommunications interface 524 via a channel 528. This channel 528 mightcarry signals and might be implemented using a wired or wirelesscommunication medium. Some examples of a channel might include a phoneline, a cellular link, an RF link, an optical link, a network interface,a local or wide area network, and other wired or wireless communicationschannels.

In this document, the terms “computer program medium” and “computerusable medium” are used to generally refer to media such as, forexample, memory 508, storage unit 520, media 514, and channel 528. Theseand other various forms of computer program media or computer usablemedia may be involved in carrying one or more sequences of one or moreinstructions to a processing device for execution. Such instructionsembodied on the medium, are generally referred to as “computer programcode” or a “computer program product” (which may be grouped in the formof computer programs or other groupings). When executed, suchinstructions might enable the computing system 500 to perform featuresor functions of the disclosed technology as discussed herein.

While various embodiments of the disclosed technology have beendescribed above, it should be understood that they have been presentedby way of example only, and not of limitation. Likewise, the variousdiagrams may depict an example architectural or other configuration forthe disclosed technology, which is done to aid in understanding thefeatures and functionality that can be included in the disclosedtechnology. The disclosed technology is not restricted to theillustrated example architectures or configurations, but the desiredfeatures can be implemented using a variety of alternative architecturesand configurations. Indeed, it will be apparent to one of skill in theart how alternative functional, logical or physical partitioning andconfigurations can be implemented to implement the desired features ofthe technology disclosed herein. Also, a multitude of differentconstituent module names other than those depicted herein can be appliedto the various partitions. Additionally, with regard to flow diagrams,operational descriptions and method claims, the order in which the stepsare presented herein shall not mandate that various embodiments beimplemented to perform the recited functionality in the same orderunless the context dictates otherwise.

Although the disclosed technology is described above in terms of variousexemplary embodiments and implementations, it should be understood thatthe various features, aspects and functionality described in one or moreof the individual embodiments are not limited in their applicability tothe particular embodiment with which they are described, but instead canbe applied, alone or in various combinations, to one or more of theother embodiments of the disclosed technology, whether or not suchembodiments are described and whether or not such features are presentedas being a part of a described embodiment. Thus, the breadth and scopeof the technology disclosed herein should not be limited by any of theabove-described exemplary embodiments.

Terms and phrases used in this document, and variations thereof, unlessotherwise expressly stated, should be construed as open ended as opposedto limiting. As examples of the foregoing: the term “including” shouldbe read as meaning “including, without limitation” or the like; the term“example” is used to provide exemplary instances of the item indiscussion, not an exhaustive or limiting list thereof; the terms “a” or“an” should be read as meaning “at least one,” “one or more” or thelike; and adjectives such as “conventional,” “traditional,” “normal,”“standard,” “known” and terms of similar meaning should not be construedas limiting the item described to a given time period or to an itemavailable as of a given time, but instead should be read to encompassconventional, traditional, normal, or standard technologies that may beavailable or known now or at any time in the future. Likewise, wherethis document refers to technologies that would be apparent or known toone of ordinary skill in the art, such technologies encompass thoseapparent or known to the skilled artisan now or at any time in thefuture.

The presence of broadening words and phrases such as “one or more,” “atleast,” “but not limited to” or other like phrases in some instancesshall not be read to mean that the narrower case is intended or requiredin instances where such broadening phrases may be absent. The use of theterm “module” does not imply that the components or functionalitydescribed or claimed as part of the module are all configured in acommon package. Indeed, any or all of the various components of amodule, whether control logic or other components, can be combined in asingle package or separately maintained and can further be distributedin multiple groupings or packages or across multiple locations.

Additionally, the various embodiments set forth herein are described interms of exemplary block diagrams, flow charts and other illustrations.As will become apparent to one of ordinary skill in the art afterreading this document, the illustrated embodiments and their variousalternatives can be implemented without confinement to the illustratedexamples. For example, block diagrams and their accompanying descriptionshould not be construed as mandating a particular architecture orconfiguration.

What is claimed is:
 1. A computer-implemented method, comprising:determining a speed at which a vehicle is traveling; determining atleast one of engine output of the vehicle, motor output of the vehicle,a current roadway speed limit, and a speed of neighboring vehicles;comparing the speed at which the vehicle is traveling to an expectedspeed of the vehicle based on the at least one of the engine output ofthe vehicle, motor output of the vehicle, the current roadway speedlimit, and the speed of neighboring vehicles; upon a determination thatthe speed of the vehicle relative to the expected speed of the vehicleindicates that the vehicle is towing a load, and upon one of adetermination that hazard lights of the vehicle are activated or notactivated, maintaining activation of the hazard lights, or activatingthe hazard lights, respectively; upon a determination that the speed ofthe vehicle relative to the expected speed of the vehicle indicates thatthe vehicle is not towing a load, and upon one of a determination thathazard lights of the vehicle are activated or not activated,deactivating the hazard lights or maintaining the hazard lights in adeactivated state, respectively.
 2. The computer-implemented method ofclaim 13, further comprising comparing the speed of the vehicle to aspeed-based hazard light operation threshold.
 3. Thecomputer-implemented method of claim 14, further comprising additionallybasing the activation or maintenance of the activation of the hazardlights upon a determination that the speed of the vehicle falls belowthe speed-based hazard light operation threshold.
 4. Thecomputer-implemented method of claim 14, further comprising additionallybasing the deactivation or maintenance of the deactivated state of thehazard lights upon a determination that the speed of the vehicle isabove the speed-based hazard light operation threshold.
 5. Acomputer-implemented method, comprising: determining a speed at which avehicle is traveling: determining at least one of engine output of thevehicle, motor output of the vehicle, a current roadway speed limit, anda speed of neighboring vehicles; determining one or more current roadwayconditions; comparing the speed at which the vehicle is traveling to anexpected speed of the vehicle based on the at least one of the engineoutput of the vehicle, motor output of the vehicle, the current roadwayspeed limit, and the speed of neighboring vehicles, the expected speedof the vehicle being calibrated based on the one or more current roadwayconditions; upon a determination that the speed of the vehicle relativeto the expected speed of the vehicle indicates that the vehicle istowing a load, automatically operating hazard lights of the vehiclebased on the speed of the vehicle relative to the expected speed of thevehicle and the at least one of the current roadway speed limit and thespeed of neighboring vehicles.
 6. The computer-implemented method ofclaim 5, wherein automatically operating the hazard lights comprisesactivating the hazard lights upon the determination that the speed ofthe vehicle relative to the expected speed of the vehicle indicates thatthe vehicle is towing a load.
 7. The computer-implemented method ofclaim 6, wherein automatically operating the hazard lights furthercomprises activating the hazard lights upon a further determination thatthe speed of the vehicle relative to the at least one of the currentroadway speed and the speed of the neighboring vehicles falls below athreshold warranting the activating of the hazard lights.
 8. Thecomputer-implemented method of claim 5, wherein calibrating the expectedspeed of the vehicle comprises re-evaluating a correlation between theengine output of the vehicle and the expected vehicle speed.
 9. Thecomputer-implemented method of claim 8, wherein the re-evaluating of thecorrelation between the engine output of the vehicle and the expectedvehicle speed is performed in real- or near-real-time.
 10. Thecomputer-implemented method of claim 5, wherein calibrating the expectedspeed of the vehicle comprises adjusting or re-evaluating a correlationbetween the motor output of the vehicle and the expected vehicle speed.11. The computer-implemented method of claim 10, wherein there-evaluating of the correlation between the motor output of the vehicleand the expected vehicle speed is performed in real- or near-real-time.12. The computer-implemented method of claim 5, wherein data regardingthe one or more current roadway conditions are received in real- or nearreal-time.
 13. The computer-implemented method of claim 12, wherein thedata regarding the one or more current roadway conditions are receivedvia at least one of vehicle-to-vehicle and vehicle-to-infrastructurecommunications.